CMV (inspired by BMW) started in 1948 post-war as a maker of sports cars and passenger cars. Over the last 71 years, it has established itself as a maker of high-performance sports cars as well as more utilitarian passenger cars and some cars right in the middle. It all started with the CMV 1.5, now known as the Model 1.
I’ll use “Carl” as a placeholder for my last name, I don’t want to expose personnal information.
This is on a timeline basis, so cars will be added by the year they’re made rather than all the trims one by one.
MODEL 1 1.5
The year was 1948. Due to obvious reasons, Europe’s economy wasn’t exactly booming and lovers of speed couldn’t find a suitable sports car. So they made one. Spencer Carl spearheaded the project, so the company was named for him. The result was the CMV 1.5, a breath of fresh air compared to all the rest of the slow post-war cars. I say “rest” because it was a slow post-war car. It had a peak horsepower of 43 but a comparatively health torque figure of 68 lb-ft from its 1.5L OHV I4. However, it looked good and turned well,(For 1947,) making it a comercial success.
However, it wasn’t to be the last of the Model 1, not by a long shot…
MODEL 1 1.5L
Now, it’s 1950. After the wide success of the 1.5, CMV was recieving requests for a more comfortable variant, and they provided. The “L” stands for luxe. there are no exterior changes, (hence, no photos), however, it’s what you couldn’t see that counts. The 3-speed manual was replaced with a, new for 1950, 2-speed slush-o-matic. It was downgraded to less sporty brake pads, but upgraded to premium interior quality and an AM radio. The springs, dampers, and anti-roll bars were also softened. This model appealed to those looking for a comfortable cruiser rather than a sports car.
However, CMV was looking to broaden its horizons…
MODEL 2 1.5
The other car launched by CMV in 1950 was the Model 2 1.5, (at this point they’re called by the model number, so Model 1 1.5 and Model 1 1.5L instead of 1.5 and 1.5L) It is targeted towards families, with 5 seats, advanced 50’s safety, and softer suspension. For the sake of cost cutting, it has the same engine, transmission, and tail/headlights of the Model 1 1.5.
It is now the 50’s, during the reconstruction of Europe, and the 43 HP 1.5 I4 isn’t quite enough for a sports car, so CMV delivered…
Model 1 2.5S
In 1951, CMV lauched the Model 1 2.5S (sport models are now designated with “S”) featuring a soon-to-be world famous 2.5L I6 with direct-acting overhead cams and 2 2-barrel carburetors. It made 127 HP and 145 lb-ft of torque. This engine was to be in use for the next 20 years in CMV sports cars and passenger cars in various tunes. No exterior changes were made other than dual exhausts.
It’s going well for CMV, and they now have sufficient funding for more advanced cars, and they decided to show it off with a brand-new 4-door sedan…
MODEL 3 2.0S
The Model 3 was a CMV and automotive revolution. It utilized aluminum panels, galvanized steel moncoque chassis, and double wishbone front and rear suspension. A concept (pictured) was unveiled at the 1956 Geneva Motor Show with DOHC 4 valves per cylinder, race DCOE carbs, race headers, and a 6600 rpm rev limit. Highly unrealistic for a road car, but it proved what CMV was truly capable of, producing nearly 100 HP per liter, unheard of in 1956 and even some modern engines don’t produce that figure.
The production version was released in 1957 with a heavily detuned engine with only SOHC and two single barrel carbs. It still went against all the norms for a 4 cylinder engine and produced 117 HP and 131 lb-ft of torque. However, it retained the 4-speed manual, 195mm tires, and styling (minus the suicide doors) of the concept.
The Model 3 was a great blend of performance and usabily, however, it didn’t sell as well as the Model 2 as it was more of a niche product. CMV was satisfied with the production sales of the Model 3. However, they wanted to find a use for the engine from the concept…
MODEL 3 2.0S RALLY The Model 3 Rally was CMV’s first attempt at motorsport relevancy that crashed and burned, likely due to its rushed production. 2 weeks before the rally, execs on the production line pulled off a Banana Yellow and Flames Red Model 3 and workers got to work Because the concept was a one of a kind concept, they had to start with a standard 2.0S and spec it out as much like the concept. Instead of starting off with a bare-bones interior, they had to strip down the interior and use whatever parts they could find. They managed to get offroad tires and offroad oriented suspension parts but had to use the heavy standard seats. 3 days before the cars needed to be there, 2 engines identical to the concept’s were produced, as dual overhead cams and race carburetors weren’t a common find in a factory mostly making 43 HP 2 door family cars. Engineers fiddled around with the engine to get an extra 6 HP, bringing it up to 195.
The red #8 car had a mechanical failure when the standard driveshaft couldn’t handle the power and snapped after a small bump, while the #7 yellow car suffered from overheating due to insufficient cooling and finished near the back of the pack.
But CMV wouldn’t give up on racing the little Model 3, and the next year pursued an even crazier racing competition…
MODEL 3 3.0R
Because they participated in the 1959 24 Hours of Le Mans! This time, racing wasn’t an afterthought, and they had time to develop a brand-new engine purpose built for the competition. A 3.0L I4 would be impractical and a 3.0 I6 wouldn’t fit in the tiny body, so the company decided on a 3.0L 90* V8. It made 310 HP and revved to 7500 RPM, which were great figures, but CMV knew it wouldn’t be near to top due to its frumpy aerodynamics. 3 cars entered, sky blue #7, flames red #8, and black forest green #9. #7 was sideswiped by a Porsche that lost control early in the race, and #9 suffered a rollover crash which luckily only caused minor injuries. #8 Finished 8/22, but only 13 cars remained by the end of the race, so realistically 8/13. However, this was a success for the CMV team, proving they could make a car that could actually compete in a world-class racing event.
After their racing “success” CMV set forth introducing technologies in the Model 3 to the aging Model 1…
Grand Touring: GT25, GT25S, GT53
CMV permanantly changed it’s naming system in 1962. Instead of Model 4, its the GT. The Model 3 is now called the C20. (Compact 2.0L)
The GT models were a huge step up from the aging Model 1. It had aluminum body panels, corrosion resistant steel monocoque chassis, and all around double wishbone suspension. It was aimed at the grant touring segment, which is a good balance between sportiness (like the 1.5S) and comfortability. (like the 1.5L) However, a 4 speed manual and sport compound tires were standard equipment for all models.
GT25: The GT25 was powered by the exact same engine as the Model 1 2.5S and was meant to be a more baseline model. However, it was a failure and discontinued in 1963.
GT25S: The GT25S was more sporty than the GT25 only in the engine department. It featured a revamp of the same 2.5 from 1951 now with 29 more HP (156) and 4 more lb-ft of torque. (149.) The main change was forged internals and a higher cam profile, (hence higher rev limit, from 5300 to 6200,) which caused a drop in efficiency. However, this was okay because of the shift of focus from MPG to power in the late 50’s. This was the best selling model in Europe, as the GT53 was a bit too extreme for the home continent of the car.
GT53: The GT53 was a model made to cater to the American market and became the only one sold in America after 1963. It was powered by a 5.3L DAOHC 90* V8 making 311 HP and 337 lb-ft of torque. It was the only engine available truly suited to moving a car of its size. It established a reputation as a classy car while the 6 cylinder models were mostly forgotten, even in Europe, and was also one of the fastest at the time, capable of 157 mph. It is now seen as a cult classic and sells for millions in auction.
C20
After the discontinuation of the Model 2, CMV released a family-oriented version of the C20S, the C20, with softer and higher suspension, premium interior quality, power steering, and a detuned version of the C20S engine with 88 HP and 116 lb-ft of torque.
Compact: C20,C20S
The C series body was 9 years old by 1965 and buyers were looking for something that was up to 60’s technology. The 2nd generation C series, internally known as the 2C, was the solution. It was offered in coupe and sedan bodystyles.
C20: The C20 was powered by the same 2.0L I4 engine as the last generation car, and came with a 4-speed manual, 13 inch chrome rims wrapped in 185mm tires, front disc brakes, premium interior quality, power steering, and comfort oriented suspension.
C20S: The C20S was powered by a variation of the engine in the 1C C20S, with 11 more HP (128) and 1 more lb-ft of torque. (132.) It also came with a 5-speed manual, sport compound tires, sport interior, and sport oriented suspension 10mm lower than the base model. It was praised for pulling harder than the numbers would suggest and turned on a dime thanks to its miniscule weight, less than 2000 lbs. for the coupe! It would’ve gone down in history as a famous sports car, if it weren’t for the tu- TO BE CONTINUED
Luxe: L30,L53
CMV saw the rise of the luxury car market and took a stab at it with the GT series, which saw mild success, but they also wanted a piece of the luxury sedan pie. The L series was the answer. Both L models came with a luxury interior and 3-speed automatic, and front disc brakes.
L30: The L30 has one of the most unique powertrains of any CMV; a 3.0L I4 with SOHC and a 4-barrel carb . This was created because engineers couldn’t fit a decent-sized I6 in the suprisingly small engine compartment. It was a relatively weak engine, with 153 HP and 176 lb-ft of torque. It sold terrible and it is now seen as a missed opportinity to just chop 2 cylinders off the 5.3 V8.
L53: The L53 was powered by the same 5.3L V8 found in the GT53. It was the incredibly more successful model and it is unknown why the L30 wasn’t discontinued after the 1st year. A few features the L53 had over the L30 were rear disc brakes and a phonograph.
Supercar: S35,S50
At the turn of the decade, CMV had a vast lineup of sporty and comfortable passenger cars. However, the company wanted an extreme, unique offering. (And an excuse to get back into racing.) They designed a body and 2 engines from scratch and came up with the S series, a mid engined supercar featuring fiberglass panels, all-around double-wishbone suspension, a 5-speed manual, all-around disc brakes, and 15 inch magnesium wheels wrapped in 245mm sport tires. The only difference between the 2 models is the engine.
S35: The S35 was kind of a disappointment for CMV. They designed a 330 HP 7000 RPM 3.5L I6 with mechanical fuel injection and SOHC. However, they soon discovered that the engine was too long to fit in the car, front or mid, longitudinal or transverse. For the sake of tradition, they re-designed the I6 with significantly smaller bore and significantly higher stroke. As a result, the 3.5L engine fit transverse but only revved to 6000 RPM and only made 278 HP and 255 lb-ft of torque. It was still a fast car, but they couldn’t realize the full potential of the engine. It did 0-60 in 5.0 seconds and went on to hit 148 MPH. Thanks to fiberglass panels, it still weighed less than 2400 lbs. The S35 experienced slightly more sales than the S50, but both were limited production models.
S50: The S50 was powered by one of the most powerful engines of 1970, (even considering American muscle,) a 5.0 V8 with SOHC and mechanical fuel injection. Unlike the S35, however, there was space for an oversquared engine and could rev to 6800 RPM. It made 425 HP and 363 lb-ft of torque, while still only weighing less than 2600 lbs, allowing for 0-60 in 4.5 seconds and 169 MPH. Although it weighed 200 lbs. more than the S35 and had no suspension or wheels/tires changes, it still had the handling of the S35 and was by far the better-performing model, and CMV kind of swept the S35 under the rug in promotional material and used the S35 as a way to attract people to a low price mid-engine supercar and then upmarket them to the S50.
S50 Procar
The S50 Procar was a missed opportunity for CMV to make a force to be reckoned with.They had a mid-engined aerodynamic bodyshell with a 5.0L V8 powerhouse, but couldn’t realize its potential. The modified V8 made 65 more horsepower than the standard engine (470) and 6 more lb-ft of torque. (369) However, it was plagued with reliability issues, and oftentimes wouldn’t cross the finish line. And when it did, it didn’t place very well. The road car didn’t sell well, either, and they pulled out of racing and cancelled production in 1972. However, the S50 is now considered an essential part of CMV history
C20 Turbo
The C20 Turbo was the last hurrah for the 2C generation C series. CMV wanted to test its brand-new turbo technology on a road car, so they took the aging 2C C20S and added a turbo, 225mm tires, front splitter, rear wing, and stiffer suspension. The result was a monster with 255 HP and 222 lb-ft of torque. It set lap records across the world and went down in history as a legend.
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